(from DaimlerChrysler Press Release) The
new Chrysler Crossfire, a two-seat sports coupe which brings a
combination of style and performance that will excite enthusiasts
throughout the globe, arrives to world markets in the second half of
2003.

The new Chrysler Crossfire combines expressive American design and
personality with technology, performance and proportions ideally suited
for Europe and other international markets.

While the appearance of Crossfire is the lure to attract the hearts of
sportscar fans world-wide, it has beendesigned to be much more than just
a pretty face. The goal was also to produce a genuine driver’s car, the
ultimate expression of the Chrysler brand essence, and a true reflection
of the brand’s core values expressive, confident, romantic and refined.
With its long hood and fastback boat tail, Crossfire’s profile will
become instantly recognisable around the globe.

“Chrysler Crossfire offers technology, handling and performance wrapped
in a dramatic and refined package. I’m sure that Crossfire will become
an icon for the Chrysler brand,” says Thomas Hausch, Executive Director
of International Sales and Marketing, Chrysler Group. “The front end of
this coupe will engrain itself on the public mind as the new Chrysler
face, and the way it drives will be the yardstick for future Chrysler
products.” Crossfire arrives in international markets in both left and
right hand drive in the last quarter of 2003, and the Chrysler Group
plans to build 20,000 Crossfires per year, with approximately 15 percent
of production destined for markets outside North America.

Crossfire, which was designed and developed by Chrysler Group’s
USA-based Advanced Vehicle Engineering team, is built in Germany in
collaboration with Karmann, one of the world’s leading full-service
suppliers to the motor industry.

DESIGN, STYLING & AERODYNAMICS

Chrysler Crossfire, which goes on sale in
international markets in the last quarter of this year, is broadly
similar to the showcar of the same name, first exhibited at the North
American International Auto Show in January 2001 and later at the Geneva
Motor Show in March 2002.

Press and public reaction to the car was so positive that just a few
weeks after its Detroit debut, a team of DaimlerChrysler engineers was
assembled and followed a brief to examine existing vehicles, components
and systems. They identified those which, together with some entirely
new components, could be employed to build Crossfire in just two years.

The over-riding criteria behind the selection process of the Advanced
Product Creation (APC) group, within Chrysler’s Advance Vehicle
Engineering (AVE) team, was that Crossfire should look as much like the
showcar as possible, and perform to (or if possible beyond) the
expectations that those exciting looks had generated.

Now, two years later, Chrysler Crossfire is ready for the road. The
spirit and dominant aesthetic features of the original have been
retained or even exaggerated. The long ribbed hood, hunkered-down
roofline and sweeping rear pillars, leading to the distinctive boat tail
and the massive, sculptured rear wings are all retained, as is the
unique body side crossover line (which gives rise to the vehicle name).
It starts as a concave, indented crease behind the front wheelarch and
crosses over the car’s flanks - ‘crossing’ to a convex crease mid-door -
then sweeps back to highlight the edge of the rear wings and delineate
the tail lamp clusters.

More subtle detailing - like the central spine running from front
bumper, via grille, hood, roofline, tailgate, into the rear bumper - is
a primary vehicle signature. The large wheels and wide tyres of the
concept still dominate the profile, while the deep body and shallow
glasshouse, give the car a distinctive presence on the road - even when
parked.

The radiator grille expresses the ‘new face of Chrysler’ with a chrome
Chrysler winged brandmark forming the leading edge of the hood. Vertical
ribs in the grille align with those in the hood. The headlamp modules
are sculpted with four lights that appear to float against the satin
silver finish of the nacelles.

Deeply sculpted, simulated air-extractor louvers behind the front wheel
arches hint at a powerful engine and have race car references.
Horizontal louver ribs in satin silver have a jewel-like quality and
create an area which will become one of many visual icons for the car.

The doors have ‘frameless’ glass to maximise the open-air feeling when
motoring with the windows down. Tinted glass is standard in all windows,
and the fixed quarter windows and tailgate glass are bonded in place,
with a perimeter blackout area concealing the adhesive seam.

External ornaments on Crossfire are deliberately limited to Chrysler
winged brandmarks on the hood and tailgate, low-profile letters spelling
CROSSFIRE across the tailgate, and satin silver finish to the windscreen
frame, side louver ribs, and horizontal bars in the grille and door
handles.

Extensive wind tunnel time has ensured that Crossfire is aerodynamically
balanced at all speeds. Particular attention was paid to the shapes of
the front and rear fascias, the underbody trim panels attached to the
rear floor, the diffuser on each side of the twin exhausts and the
(extendable) spoiler mounted in the tailgate below the rear window.

Powered by an electric motor, the rear spoiler deploys automatically
when car speed rises above 90 km/h. Deployment takes less than five
seconds and the spoiler generates 356 Newtons of downforce to the rear
of Crossfire at 129 km/h. The spoiler can be deployed manually at lower
speeds using a switch on the centre console. Raised edges to the sides
and trailing edge of the spoiler enhance its performance and it works in
conjunction with the lower venturi created by the diffusers around the
dual exhausts.

The door mirror housings were developed to reduce side-window soiling
and minimum wind noise and drag. Dual electric, heated door mirrors are
standard - the mirror housings fold back manually for protection in car
washes and when parked on crowded city streets.

ENGINEERING &
PRODUCTION

The foundation for creating a car with
responsive sports coupe handling combined with a supple ride is a stiff
bodyshell. Crossfire’s all-steel shell boasts exceptionally torsional
rigidity (20,140 Nm/deg) and has been specially reinforced to bear the
loads and forces generated by the unusually large wheels and tyres. The
fixed-roof coupe styling, sweeping rear pillars and tall bulkhead
separating the passenger compartment from the luggage area, play key
roles in the overall structural stiffness of the shell and in its
resistance to side impacts.

Frontal crash protection is provided by a series of interrelated impact
resistant features beginning with the steel beam bumper system which
channels loads into the chassis’ side rails where most of the energy is
absorbed. Remaining loads are transferred to the floor structure, doors
and roof. The extremely stiff passenger cabin is designed to transmit
loads with minimal deformation and the doors will operate even after a
severe impact.

The 60-litre trapezoid-shaped steel fuel tank is mounted above the rear
suspension and behind the rear bulkhead for maximum protection from
accident damage. Rear impact forces are directed by the bumper into the
chassis side members and then into the main floor structure.

Side protection is enhanced by the fitting of a high-strength steel beam
within each door, which transfers impact loads to the A and B pillars.
Additional reinforcements are fitted to the upper edge of the door and
along the lower belt line. The transverse stability of the passenger
cabin is ensured by a massive cross member between the B pillars, and
three further cross members under the windscreen, the dashboard and the
seats.

The front and rear bumper systems provide protection for lamps and other
safety-related equipment in impacts up to 6.4 km/h. Energy-absorbing
foam-backed structural steel beams are covered by a body-colour
polypropylene moulding. The beams bolt to the bodyshell for easy
replacement in the event of damage.

The preponderance of European-built components (39 percent of the new
car’s components are adapted from existing DaimlerChrysler technology)
and systems selected by Chrysler Group’s AVE team for its wish list and
acknowledgment that no existing DaimlerChrysler corporate plant had the
capacity to build the new model, led to the decision to build Crossfire
in Europe.

Three potential suppliers were formally requested to quote for the
manufacture of Crossfire’s unique parts and for the assembly of
completed cars in both left and right hand drive.

Bolstered partly by the fact that it already built several of the parts
chosen for the new car, German coach builder Karmann GmbH was selected
and rapidly established a team of 100 engineers to complete the design
and production preparation of the car in collaboration with staff at the
DaimlerChrysler Technical Centre in Michigan.

Extensive reliance on computer modelling by both Chrysler Group and
Karmann engineers was used to ensure that the final bodyshell structure
met all existing and immediate future safety requirements. This
excellent occupantprotection performance was manufactured in Osnabrück.
Crossfire will be available in a choice of five exterior colours -
Alabaster, Black, Blaze Red Crystal, Graphite metallic, and Sapphire
Silver metallic, all with clear coat varnish finish.

POWER & PERFORMANCE

Fitted with Chrysler Group’s own design
of air-intake and exhaust systems - to best fit the available space as
well as give the car its own unique intake/exhaust soundtrack - the
3.2-litre V-6 engine powering Chrysler Crossfire is manufactured at
DaimlerChrysler’s V-engine plant in Untertuerkheim, Germany.

For effortless performance, the V-6 is designed to deliver high torque
across a broad band of engine speeds. While maximum torque is generated
at just 3,000 rpm, over 90 percent of maximum torque is available from
2,600-to-5,300 rpm, and 98 percent is available from 3,000-to-4,500 rpm.

Crossfire’s wheels and tyres are staggered in size, like those of a race
car, narrower at the front for crisp steering and wider at the rear to
transmit more power to the road surface. Their large diameter (wheels
are 18 inch front, 19 inch rear), and generous tyre width, 225 mm front
and 255 mm rear, give the car four giant ‘footprints’ or contact patches
to generate immense grip and very high cornering forces - over 1.0 G
lateral force on a dry surface.

Both traction control and Electronic Stability Programme (ESP®) are
standard fit. Operative at all speeds, traction control senses
rear-wheel spin and intervenes to stop the spin by individually braking
the spinning wheel or by reducing engine power. ESP® compares the
driver’s intended course, via steering angle and braking sensors, to the
car’s actual course (through lateral acceleration, yaw and four
individual wheel speed sensors) and applies a single wheel brake to a
front or rear wheel, or reduces engine power, to restore the car to its
original path.

The engine designers’ adoption of three valves per cylinder (two 36 mm
intake and a single 41mm exhaust valve) allows the use of a single
overhead camshaft per bank, provides room for two spark plugs per
cylinder, and also allows them to create an extremely compact cylinder
head. A balance shaft mounted above the crankshaft in the cylinder block
rotates at engine speed but in the opposite direction, to compensate for
the rocking motion inherent in all 90-degree V-6 configuration engines.

Extensive use of lightweight materials results in an engine that is 30
kg lighter than similar-sized competitor’s engines. Five elements of the
design played a key role in the weight control programme - die-cast
aluminum cylinder block, cylinder liners in spray-compacted Silitec
(silicon alloy), magnesium intake manifold and cylinder head covers,
thin-wall air-gap exhaust manifolds, and a lightweight valve train with
hollow camshafts.

The space between the cylinder banks allows the use of dual-length air
intake manifolds, with long tubes to enhance low-speed torque and short
tubes which operate above 3,700 rpm, feeding air to the two intake
valves as the engine computer imperceptibly switches between long and
short tubes.

Petrol is delivered to the cylinders by multi-point electronic fuel
injection that is optimised to provide the best combination of
performance, economy and low exhaust emissions. Crossfire employs a
drive-by-wire electronic throttle control, where the engine control
computer interprets accelerator pedal movements and translates them into
throttle positions.

Electronic, rather than physical control, allows engine power to be
reduced (regardless of accelerator pedal position) when demanded by the
traction control or Electronic Stability Programme (ESP®).

Features of Crossfire engine design which enhance fuel economy and
reduce exhaust emissions include two spark plugs per cylinder more
complete combustion), a high compression ratio for faster combustion and
an exhaust system which heats the catalytic converters to operating
temperature within seconds of start up. Dual ignition cuts hydrocarbon
emissions (unburned fuel) by 20 percent compared to single-ignition
systems. Chrysler Crossfire complies with EU4 emission standards in
Europe.

The standard transmission for Crossfire
is a six-speed manual gearbox with top gear [sixth], an overdrive ratio
for quiet, relaxed, fuel-efficient high-speed cruising. The gear change
action is precise, with short, low-effort throws and all ratios,
including reverse, are synchronised. Multi-cone synchronisers on gears
1-to-4 and low-inertia design of the gear clusters, help to minimise
shift effort.

A satin silver-finish knob with Crossfire-signature, tops the gear lever
which selects gears via rod linkages. The gear lever is spring-loaded to
place ‘neutral’ in the 3/4 plane and reverse is selected by lifting the
gear knob (to overcome the lockout-mechanism) and moving the lever left
and back. The clutch is hydraulically operated. Crossfire buyers can
choose the optional five-speed automatic transmission, which features a
driver-adaptive shift logic, full automatic or AutoStick™ shiftless
manual gear selection, a lock-up torque converter and selectable
standard and winter modes. The basic settings of the driving programs
are geared for sports-style driving, but the transmission control
computer also adapts the shift points to suit individual driving styles,
driving situations and road conditions.

The lock-up torque converter has a 1.8:1 starting torque ratio for brisk
acceleration from standstill. Lock-up is available in third, fourth, and
fifth gears only and is never complete, to eliminate driveline
vibrations. With the selector lever in ‘Drive’, AutoStick™ turns the
transmission into a sequential-manual gearbox, allowing the driver to
manually select the next higher or lower ratio by tapping the lever to
the right (+) to change up, or left (-) to change down. The shift range
[ P, R, N, D ] or gear range [ 1, 2, 3, 4 ] currently in use, is
displayed in the instrument cluster.

A rocker switch beside the selector lever enables the driver to select
standard or winter modes. In winter mode, starts are made in second gear
and the higher of the two reverse gears available, is employed to reduce
the likelihood of wheelspin on slippery surfaces. In this mode, upshifts
also occur at lower vehicle speeds to reduce the risk of traction loss.

In both fully automatic and AutoStick™ operations, electronic safeguards
ensure that selection of a particular gear ratio cannot over-rev the
engine. A brake-park interlock requires the driver to apply the brakes
while shifting out of Park. If an electronic system malfunction occurs,
the transmission will select second gear when placed in Drive - allowing
the driver to ‘limp home’ at reduced speed. The transmission fluid is
engineered to last the entire service life of the car under normal
operating conditions.

Drive is carried to the rear axle by a two-piece propshaft with four
constant-velocity universal joints (CVJs) to minimise vibrations. The
final drive ratio is 3.27:1 and articulated half-shafts deliver power
from the final drive unit to each rear wheel - again with CVJs to
minimise vibrations.

SUSPENSION & STEERING

Building on the major attributes of a
stiff body shell and evenly balanced weight distribution, Chrysler
Crossfire suspension and steering are calibrated to achieve high levels
of cornering grip, with user-friendly handling characteristics while
also giving the driver excellent feedback and allowing precise car
control.

Crossfire’s fully independent front suspension uses double wishbones
mounted on the bodyshell, with coil springs, gas-filled shock absorbers
and a 25 mm anti-roll bar. The suspension design features anti-squat and
anti-dive geometry. This set-up achieves minimum toe and camber changes
under hard acceleration and braking, and delivers good straight-line
stability even on bumpy roads. Total wheel travel is 155 mm, which is
unusually high for a sports coupe, and contributes towards the car’s
superior ride quality.

A pressed-steel subframe serves as mounting for the rear suspension and
final drive unit, and also isolates the body shell from road surface
imperfections. The five-link suspension features coil springs,
gas-filled shock absorbers and a 19 mm anti-roll bar. Anti-squat and
anti-dive geometry is employed and rear wheel travel is a generous 160
mm.

Power steering is standard, with a recirculating ball system. The
steering ratio is 16.7:1 and the system requires 3.1 turns of the
steering wheel from lock-to-lock. A hydraulic damper eliminates
undesirable yaw motions and enhances straight-ahead steering feel for
Crossfire drivers on the motorway.

BRAKES & BRAKE ASSIST

As appropriate for a car with Chrysler
Crossfire’s level of performance, the power-assisted braking system
features large diameter ventilated front discs and solid rear discs,
backed up by the highly sophisticated electronic wizardry of ABS
anti-lock and Brake Assist System (BAS).

State of the art, four-wheel, four-channel anti-lock (ABS) is standard
fit on Crossfire. When activated by heavy braking on a slippery surface,
it applies and releases the brakes at a rate of 30 times per second,
preventing wheel lock up and allowing the driver to retain steering
control.

Brake Assist System (BAS) senses when a driver is braking in an
emergency and immediately applies maximum available power boost. BAS
overcomes the human tendency not to brake hard, or soon enough.

WHEELS & TYRES

Seven spoke, satin silver paint-finished
aluminum alloy wheels are standard fit on Chrysler Crossfire. Front
wheels are 18 inches in diameter, rears are 19 inches, while rim widths
are 7.5 and 9.0 inches, respectively. In keeping with Crossfire’s
stylish appearance, the five-bolt mountings of each wheel are hidden
behind a snap-in centre cap sporting a Chrysler brandmark seal, and any
wheel balance weights are ‘invisibly’ attached to the rim behind the
spokes.

Ultra-low profile Michelin Pilot Sport radial performance tyres are the
standard fit on Crossfire. Like the wheels, the tyres are staggered in
size, much like those of a race car, narrower at the front (225 mm wide)
for crisp steering and wider at the rear (255 mm wide) to transmit more
power to the road surface.

Crossfire carries no spare tyre as statistics show that drivers will
suffer a puncture only once in every 150,000 km of motoring. To deal
with a flat, Crossfire is equipped with a TIREFIT service kit - a can of
pressurised tyre sealant and an electric compressor to re-inflate the
tyre.

The Y-rated Michelins are optimised for performance driving at speeds up
to 300 km/h (186 mph), while V-rated Goodyear Eagle Ultra Grip winter
tyres for speeds up to 240 km/h are available in the aftermarket for
customers wanting to use their cars in wintry conditions. The Goodyear
tyres offer substantially improved snow traction. Customers wanting to
use winter tyres or snow chains must use 225/40 tyres all around and
will need to purchase two additional 18 inch diameter wheels for use on
the rear axle of their Crossfire.

INTERIOR COMFORT &
REFINEMENT

The overall feel of Chrysler Crossfire’s
interior combines the simple functionality of a sports coupe, with the
traditional elegance and refinement of a Chrysler, while echoing many of
the design cues of the coupe’s exterior. Undoubtedly, Crossfire’s design
and execution takes Chrysler interiors to a new level, in terms of
appearance and quality, and in the precision-feel of the major and minor
switchgear.

A central spine runs through the headliner, the top of the dashboard,
the centre console and even the gearshift knob. Each side of the spine,
Crossfire follows a twin-cockpit theme, with the curved passenger
air-bag panel mimicking the instrument cluster on the other side and the
large satin silver finish centre console and transmission tunnel clearly
demarking the two cabin sides. The bright satin finish also highlights
steering wheel spokes, door sill plates, door pull handles, speaker
grille rings, and instrument surrounds.

Chrysler Crossfire buyers have a choice of three interior colour schemes
- depending on their selection of exterior paint finish. The colours are
dark slate throughout the cabin, or dark slate contrasted with medium
slate, or dark slate with cedar.

The twin-cockpit theme means that the cabin has been tailored to
accommodate two occupants in great comfort. Generous head, shoulder, and
leg room ensure that the widest range of occupants will enjoy travelling
in Crossfire’s cabin. The driver’s seat has eight-way power adjustment -
horizontal (by up to 194mm), vertical (by 43mm), cushion tilt, and
backrest angle. The passenger seat has four-way adjustment. All seats
are heated and leather-trimmed and have Chrysler wing brandmarks
embossed in the head restraints.

The 380 mm diameter, leather-trimmed steering wheel is adjustable for
reach over a 46 mm range, and with the height-adjustable driver’s seat
enables occupants to find the perfect driving position. Facing the
driver, the three circular dial instrument panel houses four analogue
gauges - speedometer, rev-counter, fuel level, and water temperature.

The satin silver finished centre console is a major feature of the
cabin. It houses twin air-vents, heating and ventilation controls, the
Infinity™ Modulus audio system, six-minor switches, and hazard warning
control, electric exterior mirror adjuster, twin electric window
switches and a single cup-holder. Crossfire’s standard audio system
features an RDS radio and single-disc CD player with a six-channel
240-Watt amplifier and four door-mounted and two rear bulkhead-mounted
speakers.

In addition to the dashboard’s lockable, 4.8-litre glove-box, interior
storage facilities include full-length net map pockets in each door, two
350 x 180 mm net pockets behind each seat on the cabin’s rear bulkhead
and a 4.6-litre storage compartment beneath a hinged cover on the
central transmission tunnel. A parcel net on the passenger side of the
tunnel provides extra storage for miscellaneous items and a detachable
storage pouch (400 x 220 mm) can be mounted on the rear bulkhead between
the net pockets.

The exceptional body shell stiffness of Crossfire gives it a solid
feeling and contributes to the car’s high levels of interior refinement.
The 3.2-litre V-6 engine achieves smoothness and vibration levels as low
as a good in-line six-cylinder engine - theoretically the engine with
the best possible balance.

Engine noise is subdued by certain characteristics built into the V-6
and by its installation in Crossfire. Internal rotating and oscillating
masses were minimised, a counter-rotating balance shaft eliminates
rocking, and dual-ignition reduces combustion noise while delivering
unprecedented smoothness.

The engine is supported by two hydraulic front mounts and one rubber
rear mount - the trio providing both noise insulation and suspension
damping. The Chrysler branded decorative engine cover also incorporates
sound insulating material to muffle noise.

To isolate the cabin from both mechanical noise and road induced
vibrations, both front and rear suspensions use mounting bushings
specially tuned to dampen out vibrations, while maintaining the optimum
geometry for precise handling and road holding.

The front suspension is mounted on the body shell, while the
differential and five-link rear suspension is mounted in a sub-frame
cradle that attaches to the body shell through rubber dampers at four
points. The top mounts of the coil-springs, shock-absorbers, and
anti-roll bars are attached directly to the body in rubber bushings.
Though undoubtedly wide, the special tyres selected by Chrysler for
Crossfire have relatively soft side walls that respond progressively to
road irritations and together with the long wheel travel, play a part
delivering in the sports coupe’s pleasingly pliant and comfortable ride.

SAFETY & SECURITY

While passive safety (accident avoidance)
is a high priority with an agile sports coupe like Chrysler Crossfire,
it has a full compliment of active safety equipment, which works in
conjunction with the controlled deformation of the body structure to
optimise occupant protection in “real-world” accidents.

Accident avoidance technology fitted as standard to Crossfire includes
the very latest developments in ABS (anti-lock braking), BAS (Brake
Assist System) and ESP® (Electronic Stability Programme) to help keep
the car on the road and following the driver’s intended course, even in
the severest of weather conditions.

Sometimes a collision may not be avoided and that’s when Crossfire’s
Supplemental Restraint System (SRS) assesses the severity of an impact
to determine the appropriate responses. Three-point seatbelts with pre-tensioners
and load-limiters are fitted, together with front and side air-bags
(mounted in each door) for driver and passenger, a knee bolster for the
driver and special deformable padding in the headlining, covering all
areas of possible head impact.

A remote key less entry system controls the standard central locking
which secures the doors, tailgate and fuel-filler flap. Automatic
Central Locking can be selected; this activates the system when
vehicle’s speed reaches 15 km/h. To aid exit and rescue following a
collision, the doors unlock automatically a short time after a major
deceleration is detected.

Crossfire is equipped with a Sentry Key™ immobiliser controlled by a
coded electronic transponder in each key fob supplied with the car.
Whenever the key is removed from the ignition, it disables the engine
computer, preventing unauthorised driving of the vehicle, because the
engine will not start.

An anti-theft alarm system sounds a siren (for 30 seconds) and flashes
the headlights (for three minutes) if an unauthorised attempt is made to
open the doors, hood or tailgate, or to raise the car for towing. The
tow-alarm may be de-activated to enable towing with the vehicle while
locked.